Engine system and method for maintaining blow-by gas from an engine crankcase within a desired temperature range

Abstract

Engine system; comprising: a crankcase (101) having a blow-by gas conducted therethrough; a compressor (114) designed to receive and compress air; an aftercooler (116) in fluid communication with the compressor (114) and configured to cool at least a portion of the air compressed by the compressor (114); an oil separation device (104A-104F, 802A-802D, 1002) in fluid communication with the blow-by gas and configured to separate oil from the blow-by gas, wherein the oil separation device (104A-104F, 802A-802D, 1002), separate from the blow-by gas, is in fluid communication with a charge air that is a mixture of the compressed air from the compressor (114) and cooled air from the aftercooler (116); and a jet pump (110) in fluid communication with both the blow-by gas after leaving the oil separation device and the charge air after leaving the oil separation device (104A-104F, 802A-802D, 1002), the jet pump (110) being designed to combine the blow-by gas and the charge air; wherein the charge air is in a temperature range above a dew point temperature of the blow-by gas and below a temperature at which one or more components of the oil separation device (104A-104F, 802A-802D, 1002) become inoperable, wherein the charge air is passed through the oil separation device (104A-104F, 802A-802D, 1002) in a heat exchange relationship with the blow-by gas to maintain a temperature of the blow-by gas within the oil separation device (104A-104F, 802A-802D, 1002) in a desired temperature range.

Description

Technical area

[0001] The present disclosure relates to internal combustion engines, such as those for vehicles or for stationary power generation. In particular, the present disclosure relates to internal combustion engines with crankcase ventilation systems. State of the art

[0002] Machines such as agricultural, industrial, construction, or other heavy equipment may be powered by one or more internal combustion engines. Internal combustion engines can be used for other purposes, such as power generation. Internal combustion engines burn a mixture of air and fuel in the cylinders to produce torque and power. A portion of the combustion gases (known as "blow-by") may escape from the combustion chamber past the piston and enter undesirable areas of the engine, such as the crankcase. Blow-by may contain unburned fuel, oil, and explosive gases. In rare cases, unburned fuel and / or explosive gases may build up inside the engine, such as inside the crankcase.The unburned fuel and / or explosive gases, if not adequately mitigated, such as by a relief valve, can lead to an explosion. Crankcase ventilation systems are known in internal combustion engines to vent, capture, or dilute crankcase blow-by gases. Such ventilation systems may include oil separation devices as part of such systems. For example, US patents US 9,702,282 B2 and US 10,550,742 B2 disclose examples of an oil separation device that is part of a crankcase ventilation system. However, both US 10,550,742 B2 and US 9,702,282 B2 do not use a jacket to insulate, cool, or heat a coalescing filter in the desired manner. US 10 550 742 B2 discloses an arrangement of devices using parallel inlet and outlet channels for blow-by gas.EP 2 736 623 B1 discloses a separator designed for separating solid, liquid, and aerosolized contaminants from a blow-by gas stream in an internal combustion engine. US 9 702 282 B2 discloses crankcase ventilation systems for internal combustion engines, in particular a heating system that uses engine oil to heat the ventilation unit and improve the efficiency of oil separation. US 2022 0 161 179 A1 discloses a filter assembly for separating contaminants from a fluid stream. US 2020 0 398 287 A1 discloses a diffuser for a jet pump of a separator for separating contaminants from a fluid. US 5 456 239 A discloses a crankcase ventilation system for vehicles which captures the crankcase gases and directs them into the intake manifold for combustion during the normal combustion cycle in the engine.DE 10 2004 031 619 A1 discloses a device for controlled ventilation of the crankcase of an internal combustion engine, which device comprises a heat exchanger for heat dissipation of the ventilation gases. DE 10 2016 220 770 A1 discloses a separation device specifically designed for separating oil mist from an oil mist-containing blowby gas stream of an internal combustion engine. Brief description

[0003] In one example according to this disclosure, an engine system includes: a crankcase through which a blow-by gas is passed; a compressor configured to receive air and compress the air; an aftercooler in fluid communication with the compressor configured to cool at least a portion of the air compressed by the compressor; an oil separation device in fluid communication with the blow-by gas and configured to separate oil from the blow-by gas, the oil separation device being in fluid communication with charge air that is a mixture of the compressed air from the compressor and cooled air from the aftercooler, separate from the blow-by gas; and a jet pump in fluid communication with both the blow-by gas after exiting the oil separation device and the charge air after exiting the oil separation device, the jet pump configured to combine the blow-by gas and the charge air.

[0004] In some examples, a method for maintaining blow-by gas from a crankcase of an engine within a desired temperature range when passed through an oil separation device, the method comprising: passing the blow-by gas from the crankcase to the oil separation device; compressing the air passed to the engine; mixing at least a portion of the compressed air with cooled air to create charge air having a desired temperature range; pulling the charge air through the oil separation device in a heat transfer relationship with the blow-by gas passed through the oil separation device; separating oil from the blow-by gas in the oil separation device; passing the oil separated by the oil separation device to the crankcase; and combining the blow-by gas and the charge air after passing through the oil separation device.

[0005] In some examples, a system for controlling blow-by gas from a crankcase of an engine, the system comprising: an oil separation device in fluid communication with the blow-by gas and configured to separate oil from the blow-by gas, the oil separation device being in fluid communication with charge air having a desired temperature range, separate from the blow-by gas; and a jet pump in fluid communication with both the blow-by gas after exiting the oil separation device and the charge air after exiting the oil separation device, the jet pump configured to combine the blow-by gas and the charge air. Short description of the drawings

[0006] In the drawings, which are not necessarily drawn to scale, like numbers may describe similar components in different views. Like numbers with different letter suffixes may represent different instances of similar components. The drawings illustrate various embodiments that are discussed generally and by way of example, but not limitation, in this document. Fig. 1 is a schematic diagram illustrating an example internal combustion engine with a system including a blow-by gas oil separation device according to an example of the present application. Fig. 2 is a perspective view of the oil separator according to an example of the present application. Fig. 2A is an exploded view of the components of the oil separator of Fig. 2. Fig. Figure 2B is a first cross-sectional view of the oil separation device of Fig. 2. Fig. Figure 2C is a second cross-sectional view of the oil separator of Fig. 2. Fig. 2D is the cross-sectional view of Fig. 2C with heating elements arranged in a jacket around a coalescing filter. Fig. 2E is the cross-sectional view of Fig. 2C with the insulation arranged in the sheath. Fig. Figure 2F is an enlarged view of the cross-sectional view of Fig. 2D. Fig. 3A and Fig. 3B show various perspective views of a first cover of the oil separator of Fig. 2 according to an example of the present application. Fig. Figure 3C is a cross-sectional view of the first cover of Fig. 3B. Fig. 4A is a perspective view of an outer casing of the oil separator of Fig. 2 according to an example of the present application. Fig. 4B is a perspective view of an inner housing of the oil separator of Fig. 2 according to an example of the present application. Fig. 5 is a perspective view of a first portion of a second cover of the oil separator of Fig. 2 according to an example of the present application. Fig. 6A is a perspective view of a second portion of the second cover of the oil separator of Fig. 2 according to an example of the present application. Fig. 6B-6E illustrate plan views of the second portion of the second cover according to an example of the present application. Fig. Figure 7 is a schematic representation of a process of accessing and removing a coalescing filter of the oil separation device of Fig. 2 according to an example of the present application. Fig. 8 illustrates an arrangement of a plurality of oil separation devices arranged in a single row arrangement having a first configuration according to an example of the present application. Fig. 8A illustrates the arrangement of the plurality of oil separators arranged in the single row arrangement having a second configuration according to an example of the present application. Fig. 8B illustrates the arrangement of the plurality of oil separators arranged in the single-row arrangement having a third configuration according to an example of the present application. Fig. 9 is a first cross-sectional view of the arrangement of the plurality of oil separators of Fig. 8. Fig. 10 is a second cross-sectional view through first covers of the assembly of the plurality of oil separators of Fig. 8. Fig. 11 is a second cross-sectional view through second covers of the assembly of the plurality of oil separators of Fig. 8. Fig. 12 illustrates a second arrangement of a plurality of oil separators arranged in a multi-row arrangement having a first configuration according to an example of the present application. Fig. 13-13B show further cross-sectional views of the second arrangement of Fig. 12. Fig. Figure 14 is a schematic representation of a process of accessing and removing coalescing filters from the second assembly of oil separation devices of Fig. 12 according to an example of the present application. Fig. 15 is a perspective view of the oil separator according to another example of the present application. Fig. 15A is a plan view of an end surface of a first cover of the oil separator of Fig. 15. Fig. 15B is a cross-sectional view of the oil separator of Fig. 15. Fig. 16 is a perspective view of a third arrangement of the plurality of oil separators of Fig. 15, which are arranged in a multi-row arrangement according to an example of the present application. Fig. 16A is a first cross-sectional view of the first covers of the third arrangement of the plurality of oil separators of Fig. 16, which shows possible entry points for blow-by gas into the first covers via connections and channels. Fig. 16B is a second cross-sectional view of the oil passages of the first covers of the assembly of the plurality of oil separators of Fig. 16. Fig. 16C is a third cross-sectional view of the second covers of the third arrangement of the plurality of oil separators of Fig. 16, which shows possible exit points for blow-by gas into the second covers via connections and channels. Fig. 17 is a cross-sectional view of another oil separation device according to an example of the present application. Fig. 17A is an enlarged cross-sectional view of a second cover of the oil separator of Fig. 17, which illustrates a second pressure regulator assembly disposed within the second cover according to an example of the present application. Fig. 17B is a cross-sectional view of the second cover taken along an axis perpendicular to the cross-sectional view of Fig. 17A runs. Fig. 17C is a perspective view of a portion of the second cover of Fig. 17-17B. Fig. 18 is an enlarged cross-sectional view of a first cover of the oil separator of Fig. 17, which illustrates a first pressure regulator assembly disposed within the first cover according to an example of the present application. Fig. 19 is an enlarged cross-sectional view of an alternative example of the first cover with an alternative configuration for the first pressure regulator assembly. Detailed description

[0007] Examples according to this disclosure relate to one or more oil separation devices for internal combustion engines, as well as systems and methods for filtering oil to separate oil and other forms of particulate matter from blow-by gas. Examples of the present disclosure will now be described with reference to the accompanying drawings. The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Described examples illustrate specific components, devices, and methods to provide an understanding of embodiments of the present disclosure. Those skilled in the art will appreciate that specific details need not be employed and that examples may be embodied in many different forms. Therefore, the provided examples should not be construed as limiting the scope of the claims.

[0008] Fig. 1 illustrates an exemplary schematic diagram of an engine 100 according to this disclosure. The engine 100 may be used for power generation, such as for powering vehicles or other machines. The engine 100 may include various power generation platforms, such as an internal combustion engine, whether gasoline, natural gas, dynamic gas mixture, or diesel. It should be understood that the present disclosure may be adapted to any number of piston-cylinder arrangements and a variety of engine configurations, including, but not limited to, V-engines, inline engines, and horizontally opposed engines, as well as overhead cam and cam-in-block configurations.

[0009] In some applications, the internal combustion engines disclosed herein are intended for use in gas compression. Therefore, in some examples, the internal combustion engines may be used in stationary applications. In other applications, the disclosed internal combustion engines may be used with vehicles and machines, including those related to various industries, such as oil production, construction, agriculture, forestry, transportation, material handling, waste management, etc.

[0010] The engine 100 may include a system 102 with at least one oil separator 104 (an arrangement of a plurality of oil separators 104 is shown). The system 102 may include auxiliary components 106 for the engine 100, such as a regulator 108, a jet pump 110, and a check valve 112. The check valve 112 may be located, for example, at the bottom of the oil drain subsystem to prevent unfiltered blow-by gas from bypassing a coalescing filter of the oil separator 104 and being directed directly to a compressor 114. Thus, the check valve 112 may regulate the flow of oil.

[0011] In the example of Fig. 1, the system 102 may be part of the original manufacture of the engine 100 or may be a retrofitted system installed in the engine 100 during maintenance, upgrades, or the like. As explained in further detail below, the system 102 may utilize the oil separation device(s) 104 to filter oil from the blow-by gas and reduce the volatile content of the blow-by gas.

[0012] The system 102 may be part of a scavenging system that may be in fluid communication with a crankcase 101 of the engine 100, such as via an intake port.

[0013] The system 102 may be configured to supply air to the crankcase and through the engine block or other components (not shown) to a cylinder head of the engine 100. The air supplied by the system 102 may serve to vent the crankcase 101 and other components of the engine 100, such as the cylinder head, rocker cover, etc. In addition to operating the oil separation device(s) 104 to separate oil from the blow-by gas, this venting may dilute unburned fuel, explosive gases, and / or volatiles below a lower explosive limit, thereby preventing or reducing the likelihood of an explosion within the engine 100.

[0014] The system 102 may include connected channels (some are in Fig. 1 specifically illustrated and numbered by arrows) that are in fluid communication with various components of system 102. Some components of engine 100, such as the engine block, crankcase 101, cylinder head, rocker box, valve cover, and / or breather, may be in fluid communication. As used herein, the terms "port," "ports," "passage," "passages," "conduit," or "conduits" should be interpreted in their broadest sense. These terms may be features defined by the various components of the engine illustrated in the FIGURES, or they may be formed by additional components (e.g., a hose, pipe, conduit, manifold, cavity, etc.) as are known in the art. These additional components may, in some examples, be external to engine 100.Passages may also connect the regulator 108, the jet pump 110, and the check valve 112 to selected portions of the oil separation device(s) 104, as further described herein.

[0015] The system 102 may include channels and other components, such as those shown in Fig. 1. Contaminated blow-by gas containing oil and volatiles from system 102 may be directed through a passage 103A from a breather or other device of engine 100 to oil separator(s) 104 to filter the oil and reduce the volatile content of the blow-by gas. The blow-by gas, after filtering the oil from oil separator(s) 104, may be directed along passage 103B to regulator 108 (e.g., a vacuum control valve, a mechanical valve, or similar control device) located between oil separator(s) 104 and jet pump 110. The blow-by gas may be directed from regulator 108 to the intake of jet pump 110. The regulator 108 (e.g., the vacuum control valve) may be in fluid communication with the blow-by gas.The regulator 108 may be configured to regulate a flow of the blow-by gas to control a negative pressure of the jet pump 110.

[0016] In cooperation with the blow-by gas, the system 102 may utilize charge air from the compressor 114 (or another component such as a turbocharger) and / or air from an aftercooler 116 moving along the passage 103C. This charge air may be mixed in a desired ratio and passed through one or more jackets of the oil separation device(s) 104. Such an arrangement may, for example, maintain the filter of each of the oil separation device(s) 104 at a temperature between approximately 80 degrees Celsius and 120 degrees Celsius. The charge air may be mixed to achieve a temperature range above the dew point temperature of the blow-by gas and below a temperature at which one or more components of the oil separation device cease to operate (failure due to melting or other modalities).However, other examples contemplate the use of other fluids, fluid temperatures, and / or other configurations for system 102. For example, system 102 may use another fluid such as engine coolant or engine lubricating oil circulated by pump 105 from a source 107 to the jacket of oil separation device 104.

[0017] After leaving the shroud(s), the charge air, now at a lower pressure and temperature than when leaving the engine 100, may be directed along the duct 103D to an inlet of the jet pump 110. The jet pump 110 may use the charge air as drive air to draw the blow-by gas through the oil separation device(s) 104. After leaving the oil separation device(s) 104, the blow-by gas may be directed to a suction port of the jet pump 110. The charge air may be directed to an inlet port of the jet pump 110. The blow-by gas and the charge air may be combined in the jet pump 110. In particular, the jet pump 110 may be configured to direct the blow-by gas and the charge air through a venturi of the jet pump 110.Some or all of the combined drive air and blow-by gas may be directed through duct 103E to be returned to the engine 100, for example, as an inlet to compressor 114. Some or all of the combined drive air and blow-by gas may also be directed to the atmosphere. The air may be directed to compressor 114, which may be configured to receive and compress the air. The compressed air may be directed from compressor 114 to aftercooler 116. Thus, aftercooler 116 may be in fluid communication with compressor 114. Aftercooler 116 may be configured to receive and cool at least a portion of the compressed air.

[0018] In brief, the crankcase 101 may have a blow-by gas flowing therethrough. The oil separation device(s) 104 may be in fluid communication with the blow-by gas and configured to separate the oil from the blow-by gas. A mass flow rate of the charge air may be between 0.5% and 2.5% of a mass flow rate of the air ingested by the compressor 114. The charge air may be flowed through the oil separation device(s) 104 in a heat exchange relationship with the blow-by gas to maintain a temperature of the blow-by gas within the oil separation device(s) 104 within a desired temperature range. The system 102 may include the jet pump 110, which may be in fluid communication with both the blow-by gas after exiting the oil separation device(s) 104 and the charge air after exiting the oil separation device(s) 104. The jet pump can be designed to combine the blow-by gas and the charge air.After leaving the jet pump, the combined blow-by gas and the charge air can be directed to at least one of the two compressors 114 or into the environment.

[0019] In other words, the system 102 can be designed to set a ratio of the charge air at the compressor outlet to the aftercooler outlet air. This air ratio can achieve a temperature between 80 degrees Celsius and 120 degrees Celsius. Thus, the compressed air from the compressor 114 and the cooled air from the aftercooler 116 can be mixed to obtain charge air in a temperature range between 80°C and 120°C. This air mixture can be supplied to the jacket of each of the oil separation devices 104 to maintain the filter of each of the oil separation devices 104, for example, at a temperature between approximately 80 degrees Celsius and 120 degrees Celsius. This air mixture, after being passed through the jacket of the oil separation device(s) 104, can be supplied to the jet pump 110 as drive air. Passing the drive air through the jet pump 110 can create a negative pressure that can be controlled by the regulator 108 (e.g.a vacuum control valve or a mechanical valve). The regulator 108 can modulate the vacuum at the outlet of the system 102 and regulate the crankcase pressure (via the flow of blow-by gas to the intake of the jet pump 110). Additionally, the filter(s) of the oil separation device(s) 104 are heated, cooled, or maintained at a desired temperature using the charge air.

[0020] Fig. 2 illustrates an example of an oil separation device 104 that may be used with the previously described system 102. Fig. 2A illustrates an exploded view of the components of the oil separator 104. As shown in Fig. 2A, the oil separation device 104 may include a first cover 202, an outer housing 204, an inner housing 206, a coalescing filter 207, and a second cover 208. Referring now to Fig. 2 and Fig. 2A, the first cover 202 may include an insulating material 210 and a main body 212. Referring now to Fig. 2, the outer housing 204 may include one or more terminals 214. As shown in Fig. 2 and Fig. 2A, the second cover 208 may include an insulating material 218, a maintenance plug 220 ( Fig. 2A) and a main body 222.

[0021] As in Fig. As shown in Figure 2, the first cover 202 may be connected to a first end portion of the outer housing 204 by fasteners, welding, soldering, bolting, or other mechanical connections known in the art. The second cover 208 may be connected to a second end portion of the outer housing 204 in a manner similar to the first cover 202. The second end portion may be generally opposite the first end portion.

[0022] The first cover 202 and / or the second cover 208 may, according to further examples, be part of the outer housing 204 rather than being a separate component. Thus, the outer housing 204, the first cover 202, and / or the second cover 208 may form an integral, one-piece assembly, according to some examples.

[0023] The first cover 202 and the second cover 208 may have a square, rectangular, circular, or other shape in cross-section and may be made of a suitable material or materials. The main body 212 may form outer walls, surfaces, one or more manifolds, and other features of the first cover 202. In short, the main body 212 may be configured to form a plurality of ports for the exchange of blow-by gas into or out of the oil separation device 104. These ports and other features are explained and illustrated in more detail below. The insulating material 210 may abut or extend over one or more sides of the main body 212, for example, at one of its ends. The insulating material 210 may be secured to the main body 212 with mechanical fasteners, a plate (shown in Fig. 2 and Fig. 2A) and / or other features or components. According to one example, the insulating material 210 may be fiberglass insulation encapsulated in a stainless steel foil or a steel outer shell with an integrated insulating foam underlayer.

[0024] The outer housing 204 may, for example, have a hollow, tubular shape. This shape may form an internal cavity configured to receive the inner housing 206. Thus, the inner housing 206 may be disposed within the outer housing 204. The inner housing 206 and the outer housing 204 may be constructed from one or more suitable materials. Although the outer housing 204 and the inner housing 206 are depicted as separate components in the FIGURES, in some examples, it is contemplated that they may be integrally formed as a single piece, for example, by casting or another forming technique. The outer housing 204 may form a wall 228, with ports 214 extending through the wall 228. These ports 214 may provide one or more inlets or outlets, as desired, and may be in fluid communication with a shell 229 ( Fig. 2B, Fig. 2C and Fig. 2F). The shell 229 may include a sealed cavity (from the internal cavity, the blow-by gas, the oil, and the coalescing filter 207) formed between an inner side of the wall 228 of the outer housing 204 and an outer surface of the inner housing 206 (see Fig. 2B, Fig. 2C and Fig. 2F). The terminals 214 may be disposed on specially designed flanges 230 or other features of the outer housing 206. Thus, the shell 229 may be formed between the inner housing 206 and the outer housing 204. The flanges 230 may form various surfaces of the outer housing 206. These surfaces of the outer housing 206 may correspond to surfaces of the first cover 202 and / or the second cover 208, as explained below.

[0025] Returning to the shell 229, the shell 229 may be cylindrically shaped and have only the ports 214 for fluid communication. The shell 229 may be adapted to receive one or more of an electrical heating coil C ( Fig. 2D), an insulating material (I in Fig. 2E), a sealed air gap, or a positive mass flow of pressurized engine charge air, engine coolant, or engine lubricating oil. In particular, as described in Fig. 2D, electrical resistance heating coils may be disposed in the jacket 229 to provide heating for the inner housing 206 and the coalescing filter 207. This may be useful when the oil separation device 104 is operated in a cold environment. Alternatively or additionally, insulating material such as foam or the like may be disposed in the jacket 229, as shown in Fig. 2E to provide insulation of the coalescing filter 207 (and the blow-by gas) from a harsh environment. The jacket 229 may contain a fluid (F, as shown in Fig. 2C), which can be used to heat or cool the coalescing filter 207 (and the blow-by gas). Such a fluid may be any one or a combination of, for example, a sealed air gap or a positive mass flow of pressurized engine charge air, engine coolant, or engine lubricating oil. However, the fluid is not limited to these examples.

[0026] The main body 222 may form outer walls, surfaces, one or more manifolds, and other features of the second cover 208. The main body 222 may be configured to form a plurality of ports for the exchange of blow-by gas into or out of the oil separation device 104. These ports are explained and illustrated in more detail below. The service plug 220 may be configured to couple to the main body 222 and may be selectively removed therefrom. The service plug 220 may allow access to an interior cavity (formed by the inner housing 206) and the coalescing filter 207. The coalescing filter 207 may be removed from the main body 222 and replaced with a new filter by selectively removing the service plug 220. This process is described in Fig. 7. The insulating material 218 may be adjacent to, or in close proximity to, one or more sides of the main body 222 and the service plug 220 and extend over them. The insulating material 218 may be secured to the main body 222 by mechanical fasteners, a plate (shown in Fig. 2 and Fig. 2A) and / or other features or components in a similar manner to the insulating material 210 of the first cover 202. The insulating material 218 may be identical to the insulating material 210 or may differ from it in terms of shape, size, or composition.

[0027] Fig. 2B and Fig. 2C illustrate various cross sections of the oil separation device 104. Fig. 2B and Fig. 2C illustrate the first cover 202, the outer housing 204, the inner housing 206, the coalescing filter 207, the second cover 208, and other aspects that include internal features and aspects of the oil separation device 104.

[0028] The first cover 202 may couple to the outer housing 204 to abut or be in close proximity to the coalescing filter 207. The inner housing 206 may be disposed within and sealed to the outer housing 204. The inner housing 206 may include a sleeve having a hollow structure defining an interior cavity 231 ( Fig. 2A) for receiving the coalescing filter 207.

[0029] As in Fig. 2B and Fig. 2C, the first cover 202, in particular the main body 212, may form a first manifold 232 internally. The first manifold 232 may be in fluid communication with a plurality of ports (referring to Fig. 3A-3C). The first manifold 232 may include a central port 234 that enables fluid communication between the first manifold 232 and a central channel 235 of the coalescing filter 207.

[0030] The blow-by gas directed through the central passage 235 may entrain oil from the engine and / or crankcase. The coalescing filter 207 is configured to separate a portion of the oil contained in the blow-by gas. The coalescing filter 207 may have a generally cylindrical shape around the central passage 235. The coalescing filter 207 may have a construction known in the art. As one example, the coalescing filter 207 may be constructed using a single- or multi-layer synthetic coalescing filter media wrapped or pleated around a core. In addition to the coalescing filter media, the coalescing filter also includes end caps and associated seals and may include an inner and outer perforated tubular structure to provide the axial, torsional, and flexural rigidity required for the application.

[0031] The oil-containing blow-by gas may be directed radially outward through the coalescing filter 207 to its outer periphery. During such directing, the configuration of the coalescing filter 207 may cause the oil to coalesce from the blow-by gas. Such coalescing may result in the oil separating from the blow-by gas. Once coalesced, the oil may flow to the outer periphery of the coalescing filter 207 and be directed into an outer cavity 236 surrounding the outer periphery of the coalescing filter 207. The inner housing 206 may be spaced from the outer periphery of the coalescing filter 207. This gap may be the outer cavity 236. The blow-by gas separated from the oil by the action of the coalescing filter 207 can be discharged from the coalescing filter 207 into the outer cavity 236 and from the outer cavity 236 through one or more channels 238 ( Fig. 2C) into the second cover 208. This one or more channels 238 may be relatively large in area and may communicate with the exterior cavity 236 over substantially all (over 90%), most (60%-89%), the majority (50%-59%), a portion (25%-49%), or a portion (5%-24%) of the exterior perimeter of the coalescing filter 207. The one or more channels 238 may be formed at least in part by a gap between, for example, the main body 222 and the service plug 220. Other examples contemplate the one or more channels 238 being formed by dedicated openings or other features in only one of the main body 222 and the service plug 220.

[0032] As in Fig. 2C, the outer cavity 236 may be in fluid communication with one or more channels 240 at an end of the outer cavity 236 opposite the one or more channels 238. The one or more channels 240 may drain oil from the outer cavity 236 into the first cover 202. The one or more channels 240 may be formed at least partially by the main body 212 of the first cover 202. The one or more channels 240 may be separate from the first manifold 232 and include an outlet port 242. This outlet port 242 may be located on one or more surfaces of the main body 212, such as a first surface 244. Thus, the main body 212 may form the outlet port 242 and at least a portion of the one or more channels 240.The one or more channels 240 may be configured to receive the oil captured (separated) by the coalescing filter 207 and direct the oil as effluent from the oil separation device 104 to the outlet port 242.

[0033] The blow-by gas, which has been freed from at least a portion of the oil therein by the action of the coalescing filter 207, may be directed through the one or more channels 238 into a second manifold 246 of the second cover 208. This second manifold 246 may be formed, in addition to portions of the main body 222, at least partially by the service plug 220. The second manifold 246 may be in fluid communication with a plurality of ports (with reference to Fig. 5-6D explained in more detail).

[0034] As in Fig. 2B and Fig. 2C, the service plug 220 may be disposed above and adjacent to or in close proximity to the coalescing filter 207. The service plug 220 may include a protrusion 248 or other sealing feature configured to seal the central channel 235 of the coalescing filter 207.

[0035] The Fig. 3A-3C illustrate aspects of the first cover 202, particularly the main body 212. Fig. 3C is a cross-section of the main body 212 illustrating the first manifold 232 and the one or more channels 240.

[0036] Fig. 3A-3C illustrate the first surface 244 with the outlet port 242 for oil drainage. The main body 212 has a square cross-sectional configuration according to the illustrated example. However, other cross-sectional shapes (circle, triangle, rectangle, pentagon, quadrilateral, hexagon, octagon, etc.) are also conceivable. A hybrid or non-symmetrical shape may also be used.

[0037] With now selective reference between Fig. 3B and Fig. 3C, the main body 212 may have a second surface 250, a third surface 252, a fourth surface 254, a first end wall 256 ( Fig. 3B), a second end wall 258 ( Fig. 3B), a first port 260, a second port 262, a first plurality of flow channels 264, and a first plurality of ports 266.

[0038] The first surface 244, the second surface 250, the third surface 252, the fourth surface 254, the first end wall 256 and the second end wall 258 ( Fig. 3C) may have a one-piece construction formed by casting or other integral construction. The surfaces 244, 250, 252, and 254 may generally be substantially flat. However, the surfaces 244, 250, 252, and 254 may include other features, such as curvatures, mating features, and other connecting mechanisms, such as recesses, threaded openings, etc. The first surface 244 is connected to the second surface 250, the fourth surface 254, the first end wall 256, and the second end wall 258. Similarly, the second surface 250 may be connected to the first surface 244, the third surface 252, the first end wall 256, and the second end wall 258. The third surface 252 may generally oppose the first surface 244, which is spaced apart by the first manifold 232, the first end wall 256, and the second end wall 258.The third surface 252 may be connected to the second surface 250, the fourth surface 254, the first end wall 256, and the second end wall 258. The first end wall 256, in addition to the first surface 244, the second surface 250, the third surface 252, and the fourth surface 254, may be separated from the second end wall 258 by the first manifold 232 (Fig. Fig. 3C).

[0039] The Fig. 3A-3C illustrate that the first surface 244 may be disposed substantially perpendicular to the second surface 250. The first surface 244 may position the first port 260 in fluid communication with the first manifold 232 ( Fig. 3C). The second surface 250 may form the first plurality of flow channels 264 and the first plurality of ports 266.

[0040] The third surface 252 may be opposite the first surface 244, which is spaced apart by the second surface 250 and the fourth surface 254. The third surface 252 may be symmetrically shaped with respect to the first surface 244. Thus, for example, the second port 262 may be similarly shaped and sized with respect to the first port 260. The second port 262 may be in fluid communication with the first manifold 232 in a manner similar to the first port 260, but opens in an opposite direction.

[0041] The second surface 250 may differ in structure from the fourth surface 254, the first surface 244, and the third surface 252. In particular, the second surface 250 may include the first plurality of flow channels 264 and the first plurality of ports 266, while the fourth surface 254 may not include any flow channels or ports communicating with an exterior region for channeling blow-by gas. The fourth surface 254 may include a channel and / or a port 268 that, according to some examples, is part of or in fluid communication with the one or more channels 240. However, in some examples, it is contemplated that the second surface 250 and the fourth surface 254 may have the same or a similar structure and include similar flow channels. The second surface 250 and / or the fourth surface 254 may have the same geometry as the first surface 244 and the third surface 252, according to further examples.According to one example, the first port 260, the second port 262, and / or the first plurality of ports 266 may be configured to receive the blow-by gas into the oil separation device 104. However, it is contemplated that the flow direction of the blow-by gas through the oil separation device 104 may be reversed in further examples, such that the first port 260, the second port 262, and / or the first plurality of ports 266 could be an outlet for the blow-by gas. The first port 260, the second port 262, and / or one or any combination of the first plurality of ports 266 may, according to some examples, be selectively blocked from receiving blow-by gas with a cover, plug, plate, or other feature to close the respective port.

[0042] Fig. 3A illustrates that the second end wall 258 may be configured on an outer side with flanges, recesses, cavities, openings, etc. for receiving and holding the insulating material 210 ( Fig. 2-2C). Fig. 3B illustrates the first end wall 256 on a side facing the outer housing 204, the inner housing 206, the coalescing filter 207 ( Fig. 2-2C), which may include features such as lips, ports, one or more openings to allow the passage of blow-by gas, or other features to seal and hold the first cover 202 to the outer housing 204, the inner housing 206, the coalescing filter 207.

[0043] Fig. 4A illustrates the outer housing 204 according to one example. The outer housing 204 includes a first mounting flange 270, the wall 228, flanges 230 (hereinafter referred to as one or more shell flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H), ports 214, and a second mounting flange 274. These features may comprise a unitary structure formed by molding or other integral construction.

[0044] The first mounting flange 270 may be configured to be attached to the first cover 202. Therefore, the first mounting flange 270 may be configured to sit downward and, for example, to the second end wall 258 ( Fig. 3B). The first mounting flange 270 may include sides shaped and sized to match the shape and size of the first surface 244, the second surface 250, the third surface 252, and / or the fourth surface 254 ( Fig. 3C).

[0045] The wall 228 may be connected to the first mounting flange 270 and the second mounting flange 274. The wall 228 may generally have a cylindrical shape, but other outer (or inner) shapes are also conceivable. The wall 228 may form a relatively thin, sleeve-like structure and define a hollow interior 276 (a portion of which is the previously discussed outer cavity 236). The hollow interior 276 may be configured to receive the inner housing 206 and the coalescing filter 207 ( Fig. 2-2C) as previously explained and illustrated.

[0046] The one or more shell flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H may protrude from the wall 228 and, as further explained, include coupling features for sealing and / or enabling connection to the shell. The shell flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H may protrude a distance similar to the sides of the first mounting flange 270, the second mounting flange 274, and / or the surfaces of the first and second covers 202, 210. This allows the direct connection of the shroud flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H to other shroud flanges or other components, as explained below. The orientation of the shroud flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H may correspond to the first surface 244, the second surface 250, the third surface 252, and the fourth surface 254 ( Fig. 3C). In particular, the shroud flanges 272A and 272B may have an orientation and configuration such that one of their outer surfaces is generally parallel to and / or coplanar with the first surface 244 (see, e.g., Fig. 2). Similarly, the shell flanges 272C and 272D may have an orientation and configuration such that one of their outer surfaces is generally parallel to and / or coplanar with the second surface 250 (see, e.g., Fig. 2C). Likewise, the shroud flanges 272E and 272F may have an orientation and configuration such that one of their outer surfaces is generally parallel to and / or in a plane with the third surface 252. The shroud flanges 272G and 272H may have an orientation and configuration such that one of their outer surfaces is generally parallel to and / or in a plane with the fourth surface 254 (see, e.g., Fig. 2C).

[0047] The ports 214 may provide a connection into the shell 229 through the wall 228 and the shell flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H. The ports 214 may be located on one or more of the shell flanges 272A, 272B, 272C, 272D, 272E, 272F, 272G, and 272H.

[0048] The second mounting flange 274 may be configured to attach to the second cover 208. Therefore, the second mounting flange 274 may be configured to sit downwardly and, for example, abut the second cover 208. The second mounting flange 274 may include sides shaped and sized to conform to the shape and size of the surfaces of the second cover 208.

[0049] Fig. 4B shows the inner housing 206. This may be designed to be positioned within the outer housing 204 and may be sealed thereto, thereby forming the shell, as previously explained. The inner housing 206 may include a sleeve with a hollow construction that forms the interior cavity 231 for receiving the coalescing filter 207 ( Fig. 2A-2C).

[0050] Fig. 5 illustrates the main body 222 of the second cover 208 according to one example. The main body 222 may have an open frame construction with a first surface 278, a second surface 280, a third surface 282, a fourth surface 284, and a central opening 285. The first surface 278 may have a first terminal 286. The second surface 280 may have a second plurality of terminals 288. The third surface 282 may have a second terminal 290.

[0051] The main body 222 may have an external shape that is, for example, substantially the same as that of the main body 212 ( Fig. 3A-3C). Thus, according to the illustrated example, the main body 222 can have a square cross-section of the same size as the main body 212. However, other cross-sectional shapes deviating from the main body 212 and other general shapes (circle, triangle, rectangle, pentagon, quadrilateral, hexagon, octagon, etc.) are also conceivable. A hybrid or non-symmetrical shape can also be used.

[0052] The main body 222 may have an open shell-like configuration, wherein the central opening 285 is designed to receive the maintenance plug 220 ( Fig. 6A-6E). Thus, the main body 222 may differ in construction from the main body 212 in that it does not have the first end wall 256 and the second end wall 258 ( Fig. 3B). The first surface 278, the second surface 280, the third surface 282, and the fourth surface 284 may have a one-piece construction formed by casting or other integral construction. The surfaces 278, 280, 282, and 284 may generally be substantially flat. However, the surfaces 278, 280, 282, and 284 may have other features, such as curvatures, mating features, and other connecting mechanisms, such as recesses, threaded openings, etc. The first surface 278 is connected to the second surface 280 and the fourth surface 284. Similarly, the second surface 280 may be connected to the first surface 278 and the third surface 282. The third surface 282 may generally oppose the first surface 278, which is spaced apart by the central opening 285 and the service plug 220 (not shown). The third surface 282 may be connected to the second surface 280 and the fourth surface 284.

[0053] Fig. 5 illustrates that the first surface 278 may be arranged substantially perpendicular to the second surface 280. The first surface 278 may include the first port 286 in fluid communication with the central opening 285 and the service plug 220 (when inserted therein). The second surface 280 may form the second plurality of ports 288.

[0054] The third surface 282 may be opposite the first surface 278, which is spaced apart by the second surface 280 and the fourth surface 284. The third surface 282 may be symmetrically shaped with respect to the first surface 278. Thus, for example, the second port 290 may be similarly shaped and sized with respect to the first port 286. The second port 290 may be in fluid communication with the central opening 285 (and the service plug 220 inserted therein) in a manner similar to the first port 286, but opens in an opposite direction.

[0055] The second surface 280 may differ in structure from the fourth surface 284. In particular, the second surface 280 may include the first plurality of ports 288, while the fourth surface 284 may not include any flow channels or ports communicating with an exterior region for channeling blow-by gas. However, in some examples, it is contemplated that the second surface 280 and the fourth surface 284 may have the same or similar structure and include similar flow channels. Additionally, one or more of the second surface 280 and / or the fourth surface 284 may have the same geometry as the first surface 278 and / or the third surface 282.

[0056] The first port 286, the second port 290, and / or the second plurality of ports 288 may be configured as outlets to direct the blow-by gas from the oil separation device 104 back toward the engine and / or other auxiliary components. However, it is contemplated that the flow direction of the blow-by gas through the oil separation device 104 may be reversed in further examples, such that the first port 286, the second port 290, and / or the second plurality of ports 288 could be an inlet for the blow-by gas. The first port 286, the second port 290, and / or one or any combination of the second plurality of ports 288 may, according to some examples, be selectively blocked from receiving blow-by gas with a cover, plug, plate, or other feature to close the respective port.

[0057] Fig. 5 illustrates that an upper portion of the main body 222 is provided on an outer side with flanges, recesses, openings, etc. for receiving and holding the insulating material 218 ( Fig. 2-2C) and the maintenance plug 220 ( Fig. 6A-6E).

[0058] Fig. 6A-6E show further details of the service plug 220. Referring now to Fig. 6B, the service plug 220 may include the second manifold 246, the projection 248, coupling features 292 ( Fig. 6A and Fig. 6E), a first end wall 294, a second end wall 296, a first channel 298, a second plurality of channels 300, and a second channel 302.

[0059] The maintenance plug 220 can be selectively attached to the main body 222 ( Fig. 5). The maintenance plug 220 can be selectively removed from the main body 222 (see Fig. 7).

[0060] The service plug 220 may have a generally cylindrical shape with an open frame construction due to the second manifold 246, the first channel 298, the second plurality of channels 300, and the second channel 302. The first end wall 294 may generally oppose the second end wall 296 across the second manifold 246. The second manifold 246 may be generally centrally located in fluid communication with the first channel 298, the second plurality of channels 300, and the second channel 302. The first channel 298 may be located on an opposite side of the service plug 220 from the second channel 302, spaced apart by the second manifold 246. The second plurality of channels 300 may be oriented at an angle (e.g., perpendicular) to the first channel 298 and / or the second channel 302.

[0061] The first channel 298 may be aligned and sized to be in fluid communication with the first port 286 ( Fig. 5). Similarly, the second channel 302 may be aligned and sized to be in fluid communication with the second port 290 ( Fig. 5). The second plurality of channels 300 may be aligned and sized to be in fluid communication with the second plurality of ports 288.

[0062] As previously explained, the maintenance plug 220 can be separated at some points from the main body 222 ( Fig. 5) because the shape of the second end wall 296 is smaller compared to the first end wall 294. This gap, which results from the distance of the service plug 220 from the main body 222, can, as already explained, define the one or more channels 238 ( Fig. 2B and Fig. 2C).

[0063] Fig. 7 illustrates a method 400 in which the coalescing filter 207 can be removed from the oil separation device 104 for selective cleaning or replacement. The method 400 removes the insulating material 218 to access the service plug 220. The service plug 220 is then selectively removed from the main body 222. This allows access to and removal of the coalescing filter 207.

[0064] Fig. 8-8B illustrate examples of single row arrangements 500, 500A, and 500B that may be created using a plurality of selectively coupled oil separation devices 104.

[0065] In particular, the single-row assemblies 500, 500A, and 500B may each include three of the oil separation devices 104. The oil separation devices 104 may be in fluid communication with each other and / or in fluid communication with one or more blow-by gas coupling devices 502.

[0066] The single-row assemblies 500, 500A, and 500B may be created by selectively connecting a first oil separation device 104A at its third surfaces to a second oil separation device 104B at its first surfaces. The second oil separation device 104B may be connected to a third oil separation device 104C at its third surface. The first surfaces of the third oil separation device 104C may be connected to the third surfaces of the second oil separation device 104B. The first oil separation device 104A may utilize one or more fasteners 504 that secure the respective abutting flanges 506 of the first oil separation device 104A and the second oil separation device 104B.Similarly, the second oil separation device 104B may utilize one or more fasteners 504 that secure the corresponding abutting flanges 506 of the second oil separation device 104B and the third oil separation device 104C. A similar arrangement of fasteners and flanges may be used with the first covers of the first, second, and third oil separation devices 104A, 104B, and 104C. Thus, the first oil separation device 104A may abut, or be spaced in close proximity to, and coupled to the second oil separation device 104B along at least one surface of the first cover 202 and at least one surface of the second cover 208. The second oil separation device 104B may abut the third oil separation device 104C along at least one surface of the first cover 202 and at least one surface of the second cover 208, or may be spaced and coupled by a small distance.The second oil separator 104B is located along (or connected in close proximity to) at least two opposing surfaces, as this component forms a center of the assemblies 500, 500A, and 500B.

[0067] Fig. 8 illustrates an arrangement in which a plate or cover 508 is used to selectively block the flow of blow-by gas from certain ports of the first oil separation device 104A and the third oil separation device 104C. The blow-by gas coupling devices 502 may be configured to allow blow-by gas to flow to or from the assembly 500. A first end of the blow-by gas coupling devices 502 may be configured to abut and seal against a corresponding surface of the particular oil separation device 104 where blow-by gas flow is desired. The blow-by gas coupling devices 502 are hollow to form flow channels that communicate with one or more of the previously described ports.A second end of the blow-by gas coupling devices 502 is configured to couple to a hose, pipe, conduit, or other device that directs the blow-by gas to or from the engine or other auxiliary component.

[0068] In Fig. 8, it is noted that the blow-by gas coupling devices 502 may be modified from those illustrated. For example, the blow-by gas coupling devices 502 may be reduced in size so that they are coupled to only one or two of the plurality of ports along the second surfaces. Others of this plurality of ports may be selectively blocked so that they are not in fluid communication outside the oil separation device 104. As another example, the number of blow-by gas coupling devices 502 may be reduced from that illustrated in Fig. 8. For example, only one of the oil separation devices 104, such as the second oil separation device 104B, may have the blow-by gas coupling devices 502 coupled to its second surfaces. The first oil separation device 104A and the third oil separation device 104C may not use the blow-by gas coupling devices 502 along their second surfaces. Although in Fig. 8-8B illustrates three oil separators, arrangements with relatively fewer (two) oil separators or relatively more (four or more) oil separators used together as a single arrangement may also be contemplated. Therefore, the number of oil separators illustrated is purely exemplary, with the understanding that the number used will be dictated by the blow-by gas flow rate capacity of an individual oil separator 104, the blow-by gas flow rate generated by the engine during its service life, the dilution air introduced into the crankcase, and other factors.

[0069] Fig. Figure 8A illustrates the arrangement 500A with more blow-by gas coupling devices 502 than in the arrangement 500 of Fig. 8 are present. This may be due to the engine requiring a lower flow of blow-by gas or a relatively larger flow of blow-by gas being used by other auxiliary components. Fig. Figure 8B illustrates the assembly 500B with fewer blow-by gas coupling devices 502 used compared to the assembly 500 of Fig. 8 or the arrangement 500A of Fig. 8A. This may be due to the engine requiring a higher flow of blow-by gas or other auxiliary components utilizing a relatively lower (or no) flow of blow-by gas. The assemblies 500, 500A, which include multiple oil separation devices, allow for co-packaging of the oil separation devices. This allows flexibility in specifying the entry point for blow-by into a single filter or filter assembly, as well as in specifying the exit point for blow-by from a single filter or filter assembly.

[0070] The Fig. 9-11 show a cross-sectional view of the assembly 500 of Fig. 8. The individual components of each of the oil separator devices 104A, 104B, 104C have already been described in the previous FIGURES and are therefore not repeated in detail.

[0071] The cross-section of Fig. Figure 9 illustrates how the first manifold 232 of each first cover 202 can be aligned in fluid communication with each other via ports, channels, and other previously described features. The result is that the design of the assembly 500 has a significantly larger manifold for accommodating, for example, blow-by gas. Similarly, the second manifold 246 of each second cover 208 can be combined in fluid communication. Blow-by gas streams can be divided by passing them through the coalescing filters 207.

[0072] It should be noted that the flanges 230 (shell flanges) may be oriented such that they abut one another or have a small distance between them. Fig. 13 illustrates an example in which small jumper tubes 233 are used. These jumper tubes 233 carry fluid from the shell 229 of the oil separator 104A to the shell 229 of the oil separator 104D. The jumper tubes 233 are clamped within the ports 214 and have O-rings around the OD at each end to seal the interface. To enable such alignment, features such as bolts may be used so that the respective ports 214 are aligned and connected to each other. Such alignment may facilitate fluid communication between the shell 229 of each of the oil separators 104A, 104B, 104C. Such an arrangement allows fluid, such as pressurized engine charge air, engine coolant, or engine lubricating oil, to be passed sequentially through the oil separators 104A, 104B, 104C (and the respective jackets 229).Bypass tubes 233 can also be used to transfer the pressurized fluid from row to row, not just from device to device within a particular row. Plugs can optionally be used instead of bypass tubes 233 if a connection between the individual shells 229 is not desired or if sealing of the shell(s) 229 is desired.

[0073] Fig. 10 illustrates a cross-sectional view of the arrangement of the first covers 202 abutting (or closely spaced but coupled) to form the larger first manifold 232, as previously discussed with various of the blow-by gas coupling devices 502 coupled to the second surfaces and the third surface of the third oil separation device 104C.

[0074] Fig. 11 illustrates a cross-section of the second covers 208, as previously described. The second covers 208 abut each other (or are spaced closely apart but coupled together) and are arranged together to form the larger second manifold 246, as previously explained, with various blow-by gas coupling devices 502 coupled to the second surfaces and the first surface of the first oil separation device 104A.

[0075] Fig. 12 illustrates a dual-row arrangement 600 of a plurality of oil separators 104 according to another example. This arrangement includes two rows of multiple oil separators 104 coupled together. The arrangement 600 may be used in applications that have a larger amount of blow-by gas (e.g., from a larger engine) or where blow-by may be used with additional auxiliary components compared to the previously discussed arrangements 500, 500A, and 500B.

[0076] The two-row arrangement 600 may include a first row with the previously described first, second, and third oil separators 104A, 104B, and 104C, and a second row with fourth, fifth, and sixth oil separators 104D, 104E, and 104F. In the example of Fig. 12, only two blow-by gas coupling devices 602 are used. These blow-by gas coupling devices 602 are modified to be larger than those previously described and to accommodate multiple flows of blow-by fluid.

[0077] Fig. Figure 12 illustrates an arrangement in which selective ports on some of the surfaces of the first covers and the second covers are blocked with plates. However, according to further embodiments, these ports can also be used for blow-by gas. The example in Fig. 12 is thus purely exemplary with regard to the number of oil separation devices 104 used and the number and structure of the blow-by gas coupling devices 602. Additional rows in an arrangement (more than two) are also conceivable according to further examples.

[0078] Fig. 13-13B show various cross sections of the arrangement 600 of Fig. 12. In Fig. 13, it should be noted that the orientation of the first, second, and third oil separation devices 104A, 104B, and 104C has been modified from that previously illustrated. In particular, the first, second, and third oil separation devices 104A, 104B, and 104C are rotated such that the fourth surfaces of the first and second covers are now on the viewer's right. This allows the second surfaces of the first, second, and third oil separation devices 104A, 104B, and 104C to be abutted against or closely spaced from the plurality of ports and in fluid communication with the plurality of ports and the second surfaces of the fourth, fifth, and sixth oil separation devices 104D, 104E, and 104F. Such an arrangement enables even greater fluid communication between the first manifolds 232 across the respective rows (first and second), as well as between the oil separation devices along a particular row.Thus, the combined size of the first manifold 232 and the second manifold 246 of the second covers 208 can be reduced compared to the examples of FIG. Fig. 8-11. However, it is conceivable that the connection between the rows (or indeed between certain oil separators 104) may be selectively blocked as desired, according to further examples. It should be noted that the blow-by fluid interface between the rows of the oil separator (104A and 104D in Fig. 13) can be achieved, for example, by a bridging tube with a larger diameter and O-rings at each end.

[0079] Fig. 13 and Fig. 13B further illustrate that the flanges 230 (shell flanges) may be aligned such that they abut one another or are spaced apart, as shown between the two rows. The respective ports 214 are aligned with one another and between the rows (e.g., between the first oil separator 104A and the fourth oil separator 104D, as shown in Fig. 13). Such an alignment may facilitate fluid communication between the jacket 229 of each of the oil separation devices 104A, 104B, 104C, 104D, 104E, and 104F. Such an arrangement allows fluid, such as pressurized engine charge air, engine coolant, or engine lubricating oil, to be sequentially directed through the oil separation devices 104A, 104B, 104C, 104D, 104E, and 104F (and the respective jackets 229).

[0080] Fig. 14 illustrates a method 700 in which each coalescing filter 207 of assembly 600 can be removed from a corresponding one of the oil separation devices 104 for selective cleaning or replacement. Method 700 removes insulating material 118 (not shown) to access service plug 220. Service plug 220 is then selectively removed from main body 222. This allows access to and removal of coalescing filter 207.

[0081] Fig. 15 and Fig. 15A illustrate another example of an oil separator 802 similar to those previously described. As shown in Fig. 15 and Fig. 15A, the oil separation device 802 differs from those previously described in that one or more additional channels 240A are formed through the first cover 804 and additional outlet ports 242A are also provided for oil drainage. The one or more channels 240A may be connected to the exterior cavity adjacent to the exterior of the filter at multiple locations. Likewise, the one or more channels 240A may extend in multiple directions to a plurality of surfaces, including a first surface 806, a second surface 808, a third surface 810, and a fourth surface 812 of the first cover 804. The one or more ports 242A may also be provided on the first surface 806, the second surface 808, the third surface 810, and the fourth surface 812 of the first cover 804. A central port 242AA may also be provided in an end wall 814 of the first cover 804.

[0082] Fig. 15B illustrates a cross-section of the oil separation device 802 illustrating the one or more channels 240A connected at a plurality of locations to the outer cavity 236 adjacent the outer surface of the coalescing filter 207.

[0083] In the example of Fig. 15-15B, it should be noted that the first cover 804 differs from the first covers previously described herein in previous FIGURES in that the first cover 804 is now symmetrical with respect to the configuration of the one or more channels 240A (each extending to one of the first surface 806, the second surface 808, the third surface 810, and the fourth surface 812 of the first cover 804). Furthermore, the first cover 804 is bi-symmetrical in the configuration of the surfaces 806, 808, 810, and 812. In particular, the first surface 806 and the third surface 810 may have the same geometry with respect to the one or more terminals, and additionally, the second surface 808 and the fourth surface 812 may have the same geometry with respect to the one or more terminals.This design differs from previous designs of the first cover, in which the fourth surface had a different geometry than the second surface. The second cover 816 (. Fig. 15 and Fig. 15B) may have a similar connection structure and symmetry in terms of surfaces as the first cover 804. The symmetry of the oil separators 802 allows the formation of three or more rows for an array.

[0084] Fig. 16 illustrates a dual-row arrangement 900 of a plurality of oil separation devices 802 according to another example. This arrangement 900 includes two rows of multiple oil separation devices 802 coupled together. The arrangement 900 may be used in applications that have a larger amount of blow-by gas (e.g., from a larger engine) or where blow-by may be used with additional auxiliary components compared to the previously discussed arrangements 500, 500A, and 500B.

[0085] The two-row arrangement 900 may include a first row with the previously described first, second and third oil separators 802A, 802B and 802C and a second row with fourth, fifth and sixth oil separators (in Fig. 16 only the fourth separating device 802D is shown).

[0086] Fig. 16A shows a cross-section of the first covers 804 of the assembly 900 of the oil separators 802, illustrating the combined first manifold 232 with potential blow-by gas input ports 902, shown with arrows indicating potential blow-by gas flow into the first manifold 232 through the ports 902. Fluid communication between the first manifolds 232 can also be achieved via ports 902A.

[0087] Fig. Figure 16B shows a cross-section of the first covers 804 of the assembly 900 of the oil separators 802, illustrating the combined one or more channels 240A of the assembly 900. Potential oil drainage flow through ports 242A is also shown. The central ports 242AA may also provide oil drainage if desired.

[0088] Fig. Figure 16C illustrates a cross-section through the second covers 816 of the assembly 900 of the oil separators 802, illustrating the combined second manifold 246 with potential blow-by gas outlet ports 904 after filtering with arrows. Fluid communication between the second manifolds 246 can also be achieved via ports 904A.

[0089] Fig. 17 illustrates a cross-sectional view of an example of an oil separation device 1002 similar to those previously described and illustrated herein. The oil separation device of Fig. 17 has been modified to include internal pressure regulators 1003A and 1003B. The oil separator device 1002 with internal pressure regulators 1003A and 1003B may be combined with one of the previously discussed systems or arrangements. Each of the oil separators of the arrangements may include pressure regulators 1003A and 1003B.

[0090] A first of the pressure regulators 1003A may be positioned within a first manifold 1032 of a first cover 1004. A second of the pressure regulators 1003B may be positioned within a second manifold 1046 of a second cover 1008. Thus, the first pressure regulator 1003A may be configured to regulate a pressure of the blow-by gas to the coalescing filter 207 (as well as the crankcase pressure). The second pressure regulator 1003B may be configured to regulate the pressure of the blow-by gas after it has been directed through the coalescing filter 207 from the exterior cavity 236 adjacent the exterior surface of the coalescing filter 207 to and from the second manifold 1046.

[0091] Fig. 17A and Fig. 17B are enlarged cross-sectional views of the pressure regulator 1003B within the second manifold 1046 of the second cover 1008. The pressure regulator 1003B may define a first side 1046B of the second manifold 1046. The first side 1046B may, for example, be in communication with a pressure source. This pressure source may be a vacuum or low-pressure source, such as the jet pump or an inlet to a turbocharger (see Fig. 1). The second cover 1008 may include a second side 1046BB of the second manifold 1046, separated from the first side 1046B of the second manifold 1046 by the pressure regulator 1003B. The pressure regulator 1003B is configured to create a pressure-tight seal between the first side 1046B and the second side 1046BB. The second side 1046BB of the second manifold 1046 may be connected to the atmosphere or a relatively higher pressure source than the first side 1046B. Based on the pressure differential and spring forces (and optionally other criteria), the pressure regulator 1003B may regulate the pressure within the manifold 1046 to allow a desired pressure of blow-by gas to and from the second manifold 1046.

[0092] The second pressure regulator 1003B may include a first housing part 1012B, a diaphragm 1013B, a second housing part 1014B, a first spring 1016B, and a second spring 1018B. The second housing part 1014B may include an element 1020B. The first housing part 1012B and the second housing part 1014B may sandwich the diaphragm 1013B.

[0093] The first housing portion 1012B and the second housing portion 1014B may be formed from a plastic or other rigid material into which the first spring 1016B and the second spring 1018B, respectively, can engage. The first housing portion 1012B or a portion of the diaphragm 1013B may be received at an outer diameter between separate portions of the second cover 1008 to form a seal between the first side 1046B and the second side 1046BB. A first side of the first spring 1016B may engage a lower portion 1026 of the second cover 1008 and be positioned around or adjacent to an inlet port 1022B for the blow-by gas on the first side 1046B of the second manifold 1046. A second side of the first spring 1016B, opposite the first side, may engage the first housing portion 1012B. The first spring 1016B can exert a spring force on the first housing part 1012B.

[0094] The second housing portion 1014B can be positioned on the membrane 1013B. The second housing portion 1014B can be engaged with a first side of the second spring 1018B. A second side of the second spring 1018B can engage an upper portion 1024 of the second cover 1008. The second spring 1018B can exert a spring force on the second housing portion 1014B in a direction generally opposite the spring force exerted by the first spring 1016B on the first housing portion 1012B.

[0095] The diaphragm 1013B is configured for rolling or other movement within the second manifold 1046 through elastic deformation. The direction of such movement may be dictated, for example, by the pressure differential between the first side 1046B of the second manifold 1046 and the second side 1046BB of the second manifold 1046, as well as by differences in the spring force exerted by the first spring 1016B and the second spring 1018B on the first housing portion 1012B and the second housing portion 1014B. The member 1020B may be shaped relative to the inlet port 1022B to provide a flow restriction for the blow-by gas into the first side 1046B of the second manifold 1046. Therefore, the member 1020B may include a protrusion or other feature configured to interact with the inlet port 1022B.

[0096] Fig. Figure 17C is a cross-sectional view of the lower portion 1026 of the second cover 1008 with the second pressure regulator 1003B and upper portion 1024 removed. Fig. Figure 17C illustrates portions of the first side 1046B of the second manifold 1046 and the inlet port 1022B. Fig. 18 is an enlarged cross-sectional view of the first pressure regulator 1003A positioned within the first manifold 1032 of the first cover 1004. The first pressure regulator 1003A can regulate the pressure within the first manifold 1032 such that a pressure within the crankcase 101 ( Fig. 1) is kept within a desired pressure range.

[0097] The first pressure regulator 1003A may be positioned within the first cover 1004 and divide the first manifold 1032 into a first side 1032A and a second side 1032AA. The second side 1032AA of the first manifold 1032 is separated from the first side 1032A of the first manifold 1032 by the pressure regulator 1003A. The first pressure regulator 1003A is configured to create a pressure-tight seal between the first side 1032A and the second side 1032AA. The second side 1032AA of the first manifold 1032 may be connected to the atmosphere or another pressure source. Based on the pressure differential and spring forces (and optionally other criteria), the pressure regulator 1003A may regulate the pressure within the first manifold 1032 to enable a desired crankcase pressure.

[0098] The first pressure regulator 1003A may include a first housing part 1012A, a diaphragm 1013A, a second housing part 1014A, a first spring 1016A, and a second spring 1018A. The second housing part 1014A may include an element 1020A. The first housing part 1012A and the second housing part 1014A may sandwich the diaphragm 1013A.

[0099] The first housing portion 1012A and the second housing portion 1014A may be formed from a plastic or other rigid material into which the first spring 1016A and the second spring 1018A, respectively, can engage. The first housing portion 1012A or a portion of the diaphragm 1013A may be received at an outer diameter between separate portions of the first cover 1004 to form a seal between the first side 1032A and the second side 1032AA. A first side of the first spring 1016A may engage an upper portion 1030 of the first cover 1004 and be positioned around or adjacent to an outlet port 1022A for the blow-by gas on the first side 1032A of the first manifold 1032. A second side of the first spring 1016A, opposite the first side, may engage the first housing portion 1012A. The first spring 1016A can exert a spring force on the first housing part 1012A.

[0100] The second housing portion 1014A can be positioned on the diaphragm 1013A. The second housing portion 1014A can be engaged with a first side of the second spring 1018A. A second side of the second spring 1018A can engage a lower portion 1034 of the first cover 1004. The second spring 1018A can exert a spring force on the second housing portion 1014A in a direction generally opposite the spring force exerted by the first spring 1016A on the first housing portion 1012A.

[0101] The diaphragm 1013A is configured for rolling or other movement within the first manifold 1032 through elastic deformation. The direction of such movement may be dictated, for example, by the pressure differential between the first side 1032A of the first manifold 1032 and the second side 1032AA of the first manifold 1032A, as well as by differences in the spring force exerted by the first spring 1016A and the second spring 1018 on the first housing portion 1012A and the second housing portion 1014A. The member 1020A may be shaped relative to the outlet port 1022A to provide a flow restriction for the blow-by gas from the first side 1032A of the first manifold 1032. Therefore, the member 1020A may include a protrusion or other feature configured to interact with the outlet port 1022A.

[0102] Fig. 19 shows an alternative construction for a first pressure regulator 1103A. The first pressure regulator 1103A has a compared to the example in Fig. 18 reversed orientation of the membrane 1113. Industrial applicability

[0103] During operation, engine 100 may be configured to burn fuel to generate power. Although generally efficient, a small portion of the combustion gases may escape from the combustion chamber as blow-by gas, past the piston, and into undesirable areas of engine 100, such as the crankcase. The present disclosure provides a system 102 including one or more oil separation devices 104 for filtering oil to remove the oil from the blow-by gas.

[0104] Oil separation devices with coalescing filters are known, but they have disadvantages. These devices typically lack climate capability, robustness in high-heat environments, and / or vibration resistance. The present application recognizes a design for the oil separation devices 104 that utilizes the jacket 229 to cool, insulate, and / or heat the filter of the oil separation devices 104 to a desired temperature range. This improves the operation of the filter in cold climates or high-heat environments. The design of the oil separation devices 104 can have high temperature and vibration resistance. Thus, the present oil separation devices 104 can be designed to reduce or prevent heat loss, water condensate, oil / water emulsion, and / or freezing.The oil separators 104 with the described jacket 229 and insulating materials can be designed to protect temperature-sensitive filter components from overheating. Due to the durable casting and the mechanical coupling of the described components, the oil separators 104 can have a long service life, even under high vibration loads.

[0105] Furthermore, the oil separation devices known in the art are often dedicated solutions. As such, these devices do not provide the configurability, commonality, scalability, and modularity required for deployment across a variety of engine platforms with multiple displacements and varying power densities. The present oil separation devices 104 may be configurable as assemblies such as assemblies 500, 500A, 500B, 600, and / or 900. This modularity (the desired number of oil separation devices can be easily selected and implemented together as an array) may provide the configurability, commonality, scalability, and modularity required for deployment across various engine platforms.The described assemblies can be easily constructed to handle different volumes of blow-by gas and other fluids as required for the various requirements of engines and / or auxiliary components.

[0106] Therefore, the present oil separation devices and systems, as well as methods of use, can retain common inlet and / or outlet covers and manifolds with a variety of coalescing filter lengths (the central housing between the inlet and outlet covers can be removed and replaced with a different length as desired). Additionally, designing the inlet and / or outlet covers with ports / channels on each of the four faces (or even on three of the four faces) enables various system configurations (multi-row parallel arrangements, multi-row in-line arrangements, U-shaped arrangements, L-shaped arrangements, T-shaped arrangements, H-shaped arrangements, single-row arrangements, etc.). Similarly, oil drain manifolds on each of the four faces (or even on three or two of the four faces) of the inlet or outlet covers can enable oil collection and drainage in the desired directions.Similarly, draining from a bottom of the inlet or outlet cover is also disclosed. The outer housing 204 may also include ports that can be used to connect to the shell 229, as explained herein. These ports may be located along multiple sides / surfaces (e.g., corresponding to the four surfaces of the inlet and / or outlet cover). This allows additional energy fluid to be supplied between the oil separation devices in different directions, as needed. Designing the inlet and / or outlet covers with ports / channels on each of the four surfaces (or even three of the four surfaces) minimizes or eliminates the need for piping, conduits, or other connecting mechanisms between the oil separation devices of the system. In other words, the design of the oil separation devices allows them to be located in close proximity (e.g.,abutting or closely spaced) and interconnected as required, allowing blow-by, oil drain and additional energy to be transferred into the shroud between the oil separators as required.

Claims

[1] Engine system; comprising: a crankcase (101) comprising a blow-by gas channeled therethrough; a compressor designed to take in and compress air (114); an aftercooler (116) in fluid communication with the compressor (114), which is designed to cool at least part of the air compressed by the compressor (114); an oil separator device (104A-104F, 802A-802D, 1002) in fluid communication with the blow-by gas and designed to separate oil from the blow-by gas, wherein the oil separator device (104A-104F, 802A-802D, 1002), separate from the blow-by gas, is in fluid communication with a charge air which is a mixture of the compressed air from the compressor (114) and cooled air from the aftercooler (116); and a jet pump (110) in fluid communication with both the blow-by gas after leaving the oil separator device and the charge air after leaving the oil separator device (104A-104F, 802A-802D, 1002), wherein the jet pump (110) is designed to combine the blow-by gas and the charge air; wherein the charge air is in a temperature range above a dew point temperature of the blow-by gas and below a temperature at which one or more components of the oil separator device (104A-104F, 802A-802D, 1002) become inoperative, wherein the charge air is passed through the oil separator device (104A-104F, 802A-802D, 1002) in a heat exchange relationship with the blow-by gas in order to maintain a temperature of the blow-by gas within the oil separator device (104A-104F, 802A-802D, 1002) within a desired temperature range. [2] Engine system according to claim 1, wherein the combined blow-by gas and charge air, after leaving the jet pump (110), is directed at least to a compressor (114) or to the environment. [3] Engine system according to one of claims 1 to 2, further comprising a check valve that controls the return flow of oil from the oil separator device (104A-104F, 802A-802D, 1002) into the crankcase (101). [4] Engine system according to one of claims 1 to 3, wherein the blow-by gas is directed to an intake port of the jet pump (110) after leaving the oil separator device (104A-104F, 802A-802D, 1002) and wherein the charge air is directed to an inlet port of the jet pump (110) and further comprising a vacuum control valve between the oil separator device (104A-104F, 802A-802D, 1002) and the jet pump (110), wherein the vacuum control valve is in fluid communication with the blow-by gas and wherein the vacuum control valve is designed to control a flow of the blow-by gas in order to control a vacuum of the jet pump (110). [5] Engine system according to one of claims 1 to 4, wherein the mass flow rate of the charge air in fluid communication with the oil separator device (104A-104F, 802A-802D, 1002) is between 0.5% and 2.5% of the mass flow rate of the air taken in by the compressor (114). [6] Engine system according to one of claims 1 to 5, further comprising a source connected to a jacket (229) of the oil separator device (104A-104F, 802A-802D, 1002) for providing one of: engine coolant or engine lubricating oil in the jacket (229). [7] Method for keeping blow-by gas from a crankcase (101) of an engine within a desired temperature range when it is passed through an oil separator device (104A-104F, 802A-802D, 1002), the method comprising: Directing the blow-by gas from the crankcase (101) to the oil separator (104A-104F, 802A-802D, 1002); Compressing the air directed to the engine; Mixing at least a portion of the compressed air with cooled air to produce charge air having a desired temperature range, wherein the desired temperature range is above a dew point temperature of the blow-by gas and below a temperature at which one or more components of the oil separator device (104A-104F, 802A-802D, 1002) become inoperative; Intake of charge air through the oil separator (104A-104F, 802A-802D, 1002) in a heat transfer relationship with the blow-by gas passed through the oil separator (104A-104F, 802A-802D, 1002); Separation of oil from the blow-by gas within the oil separator device (104A-104F, 802A-802D, 1002); Directing the oil separated by the oil separator (104A-104F, 802A-802D, 1002) into the crankcase (101); and Combining the blow-by gas and charge air after it has passed through the oil separator device (104A-104F, 802A-802D, 1002). [8] Method according to claim 7, further comprising regulating a flow of the blow-by gas after passing through the oil separator device (104A-104F, 802A-802D, 1002) to maintain a desired pressure range within the crankcase (101), wherein mixing at least a part of the compressed air with cooled air serves to achieve a desired temperature for the charge air. [9] Method according to one of claims 7 to 8, wherein the combining of the blow-by gas and the charge air comprises guiding the blow-by gas and the charge air through a venturi of a jet pump (110), and wherein the blow-by gas is guided through an intake port of the jet pump (110). [10] Method according to any one of claims 7 to 9, further comprising supplying a motor coolant or motor lubricating oil to a jacket (229) of the oil separator device (104A-104F, 802A-802D, 1002).

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